Starting lever with connections



Nov. 23 1926. 1,607,860 A. A. AS PLUND N STARTING LEVER WITH CONNECTIONS Filed Feb. 1'7. 1920 4 Sheets-Sheet 1 wcnto r AxeZA 119 M Nov. 23, 192

1,607,860 A. A. ASPLUND STARTING- LEVER WITH CONNEGTiONS Filed Feb. 17, 1920 4 Sheets-Sheet 2 k (Inventor fla el A .Asnlzowl attorney- Patented Nov. 23, 1926.

UNITED STATES 1 1,607,860 PATENT OFFICE.

AXEL AUGUST ASPLUND, OF AUBURN, NEW YORK, ASSIGNOR T0 EDWARD T. FEN- WICK, OF FALLS CHURCH, VIRGINIA.

STARTING LEVER WITH CONNECTIONS.

Application filed February 17. 1920. Serial No. 359,414.

This invention relates to internal combustion engines, and while not lim ted thereto, is particularly adapted to the Dlesel type of engine and relates speclfically to starting levers for internal combustion engines.

An objectof this invention is to provide an improved starting lever mechanisnrfor Diesel engines, coordinating the varlous valves, fuel pumps and maneuvering mechanism in a novel and efficient manner Th s application is one of seven applicatlons s1- multaneously filed, to-wit, Serial Number 359,415, and the remainder of which applications have been patented as follows: Nos. 1,483,267, 1,538,503; 1,531,897; 1,473,073 and 1,510,576.

Reference is made to said copending appllcation and to said patents for particular descriptions of elements and structures herein merely referred to but there described in detail.

In internal combustion engines of the Diesel type there is usually provided a maneuvering wheel and a starting lever the maneuvering wheel being designedto use for the reversing of the engine and the starting lever for cont-rolling the fuel supply to the engine cylinders.

In engines of this type, there are several essential controls, to-wit, an injection air valve controlling the supply of air to be mixed with the fuel; a relay starting valve to control the startingair; means for controlling the stroke of the fuel pumps and fuel valves controlling the supply of fuel to the cylinders.

In the present invention I provide a means for cooperation of the starting lever with the maneuvering wheel and with each of the said essential control mechanisms whereby said mechanisms are automatically operated by a common starting lever in a novel sequence and order.

With these and other objects, as will here-' Fig. 2 is an enlarged view substantially medial of Fig. 1 with parts broken away for clearness.

Fig. 3 is an enlarged view, partly diagrammatic and partly in section, taken from the lower right hand side of Fig. 2.

Fig. 4 is a section medial to the starting lever shaft and partly in elevation.

In the embodiment of my invention, therev is provided a maneuvering wheel 2, actuative of a rotor 3 by comeshing gears i and 5, and a starting lever 6, pivotally mounted at 7 and at predetermined positions locked relative to said rotor 3. The rotor operates gine by means of lever 3 adapted to shift the cam shaft 3 upon which are mounted the cams 3 The starting lever 6 as will hereinafter more particularly appear, operates in a novel sequence and order the regulation of the stroke of fuel pumps 26 by means of link 25; the injection air valve 9; the starting air valve 10, and controls the lift of fuel valves 24, located upon the respective cylinders. The injectionair valve 9 and relay starting air valve 10 are interposed between a supply of compressed air (not shown) and the respective cylinder valves of the engine. Mounted upon shaft 7 of starting lever 6 is an eccentric a operative of an eccentric strap Z2 which is in turn operative of a stem 0, which stem 0 in predetermined positions of said eccentric first operates a primer (Z and afterwards a valve 0 which governs the injection air.

There is also mounted upon shaft 7 a collar f carrying a striker g which in predetermined positions of said lever 6, lifts a stem it against the yielding of a s ring 2', thereby actuating first a primer j an then a valve is, the same being the starting air inlet valve.

to shift the cam shaft 3 to reverse the en- A lever 12 is also mounted upon shaft 7 and pivotally connected with a rod 13, which rod 13 is pivoted to a lever 14 mounted upon 1 a shaft 15 there being also mounted upon shaft 15 a lever 16 pivotally connected to a connecting rod 17 which rod 17 is pivotally connected to a lever 18 upon a shaft 19,

which shaft 19 is provided witha lever 20, 1

which lever 20 is pivotally connected by rod 21 with a lever 22 fixedly mounted upon shaft 23, which shaft 23 operates to adjust the lifts of fuel valves 24. Fuel Valves 24 are mounted on all the engine cylinders but the other valves, except those shown in Fig. 2, are omitted for clearness of illustration.

A. lever 11 is also mounted upon shaft 7 and connected by rod 25 passing across the front of the engine to mechanism controlling the stroke of the pistons in a set of fuel pumps 26.

The starting lever 6 also has pivoted thereon a locking bolt 8 which operates between guide roller 8 adapted to prevent lateral movement of said bolt. The end of bolt 8 abuts against the annulus 3 of rotor 3 in which annulus are provided diametrically opposed transverse slots 3- in either of which when in proper position bolt 8 is adapted to pass, thus permitting the swinging of lever 6. It will be noted that this arrangement provides an automatic locking device between lever 6 and rotor 3 by means of which operative movement of either one of these members automatically prevents operative movement of the other.

It will thus be seen that the movement of lever 6 controls the following functions: the movement oflocking bar 8, the control of the injection air valve 9, the control of the relay starting air valve 10, the control of the fuel pump stroke, and the control of the fuel valves lift. These five different functions are diagrammatically shown in Fig. 3 in the different positionings of the lever 6 which has three important positions, starting from its extreme right hand position, namely, a 5 movement, a I3 move ment, and a 53 or final movement. Thus, as there diagrammatically shown, when the said lever 6 is moved live degrees in a clockwise direction, the injection air valve is unaffected and the relay or starting valve is unaifected, as is also the fuel pump and the variation in the fuel valves, but at the end of this 5 movement, the maneuvering wheel is locked by the entrance of bolt 8 into one of the slots 33'. From the end of this 5 movement to the 43 movement the various mechanisms are so arranged that the injection air valve 9 is opening, the relay or starting valve 10 is closed and the fuel pump is increasing in stroke; the maneuvering wheel is maintained locked while the fuel valve is increasing its lift. During the last 10 movement of the said lever, the injection air valve is open, the relay starting air valve is opening, the fuel pump is at its full stroke, the maneuvering wheel is maintained locked and the fuel valve is at its greatest lift.

in practice, the engine startsoperation on the starting air as the lever 6 passes the 43 position which is replaced by fuel supply and the injection air in maximum volume. The lever 6 is then swung back by the operator in a counter clockwise direction from the extreme left hand of the 53 position to the ri ht and passing the 43 position is swung further to the right as may be 'desired until the speed of the engine is at the desired rate, the passage of the lever 6 to the right of the 43 position operating to close the starting air valve.

This operating position must necessarily be between the l3 and the 5 position and it will be noted that in its counter clockwise movement the valves are operated in the reverse order to that previously described, towit, the injection air valve is closing, the relay starting air valve will be closed throughout, the stroke of the fuel pumps will decrease and the lift of the fuel valves vill decrease until at the 5 position said valves will all be closed and the fuel pumps and valves will have their minimum lift.

Having thus fully described my invention, I claim:

1. In an engine of the Diesel type, having an injection air valve, relay starting air valve, fuel pump stroke control means and fuel valve, a control mechanism comprising a starting lever with means operatively connecting said starting lever with the inj ection air valve, relay starting air valve, fuel pump stroke control means and fuel valve lift control means, said connecting means so arranged that said starting lever will have a stroke of limited extent with an intermediary position so that in moving the lever from one limit of its stroke toward the other limit of its stroke until said intermediate position is reached, the injection air valve will be gradually opening from closed position to full opened position at said intermediate position; the relay starting valve will be maintained closed between said positions; the fuel pump will be increasing its delivery stroke between said positions; the fuel valves will be increasing their lift from the minimum to the maximum and upon passing said intermediate position the injection air valve will be maintained open; the relay starting air valve will commence and gradually increase opening; the fuel pump will be maintained at full stroke and the fuel valves maintained at maximum lift.

2. Claim 1 with the means connecting the starting lever with the other said mechanisms of a character that the reversal of said lever stroke reverses the operation of said mechanism in the same order and to the same extent.

In testimony whereof I aiiix my signature.

AXEL auousr ASPLUND. 

